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An oxidation resistant coating for titanium alloys and titanium alloy matrix composites comprises an MCrAlX material. M is a metal selected from nickel, cobalt, and iron. X is an active element selected from Y, Yb, Zr, and Hf.
Titanium alloys stress corrosion cracking /SCC/ from metallurgical-mechanical viewpoint, discussing phase transformations, dislocation arrangements, crack propagation, etc
Titanium hydride deformation assisted nucleation in alpha-beta titanium alloy, showing low strain rate embrittlement and stress corrosion crack propagation in aqueous environments
Stress corrosion cracking of titanium alloys and aluminum alloys
This work was performed to determine the tensile properties of cast, hot isostatic pressed (HIP'ed), and annealed titanium alloys, Ti-6Al-4V ELI and Ti-5Al-2.5Sn ELI, that are candidate materials for the space transportation main engine (STME) liquid hydrogen turbopump impeller. Samples of the cast alloys were HIP'ed, annealed, and machined into tensile specimens. The specimens were tested in air at ambient temperature (70 F) and also at -423 F in liquid hydrogen. The Ti-6Al-4V alloy had an average ultimate strength of 129.1 ksi at 70 F and 212.2 ksi at -423 F. The Ti-5Al-2.5Sn alloy had an average ultimate strength of 108.4 ksi at 70 degrees F and 185.0 ksi at -423 F. The ductility, as measured by reduction of area, for the Ti-6Al-4V averaged 15.2 percent at 70 F and 8.7 percent at -423 F, whereas for the Ti-5Al-2.5Sn alloy average reduction of area was 24.6 percent at 70 F and 11.7 percent at -423 F.
Experiments were conducted to determine the friction and wear characteristics of aluminum bronzes and copper-tin, titanium-tin, and copper-silver alloys sliding against a titanium-6% aluminum-4% vanadium alloy (Ti-6Al-4V). Hemispherically tipped riders of aluminum bronze and the titanium and copper alloys were run against Ti-6Al-4V disks in air at 430 C. The sliding velocity was 13 cm/sec, and the load was 250 g. Results revealed that high tin content titanium and copper alloys underwent significantly less wear and galling than commonly used aluminum bronzes. Also friction force was less erratic than with the aluminum bronzes.
During high temperature exposure, an interfacial reaction occurs between SiC fiber reinforcement and titanium matrices which can be detrimental to the mechanical properties of the composite. The reaction kinetics between SCS-6 fibers and Ti-1100 were determined at 800 to 1000 C and found to be slower than those of other currently used titanium alloys (Ti-15-3, Ti-6-4). The experimentally determined reaction kinetics for Ti-1100 were extrapolated to 700 C and found to accurately predict reaction zone size after 1000 hours of exposure. Predictions of the time to consume the surface layer on the SCS-6 and SCS-9 fibers were made in an effort to estimate the time that the fiber will retain its strength in Ti-1100 during isothermal exposure at high temperatures. Using this approach, the strength of an SCS-6 fiber in Ti-1100 should be retained for over 20,000 hours at isothermal exposures less than 800 C. Strength predictions using the rule of mixtures for a unidirectional Ti-1100/SCS-6 composite are presented for short term exposures up to 700 C. Room temperature tests of an as-fabricated 20 volume percent fiber/Ti-1100 composite yielded a UTS of 226 ksi (1490 MPa) which is close to that predicted by the ROM.
Ingot of titanium alloy containing three percent aluminum studied to develop production technology
Stress corrosion cracking behavior in titanium, molybdenum, and aluminum alloys, and electrochemical kinetic studies
Outdoor high temperature corrosion tests for aluminum alloys and titanium alloys, and stainless steels
Susceptibility of titanium alloys to hot-salt stress-corrosion cracking increased as follows: Ti-2Al-11Sn-5Zr-1Mo-0.2Si (679), Ti-6Al-2Sn-4Zr-2Mo (6242), Ti-6Al-4V (64), Ti-6Al-4V-3Co (643), Ti-8Al-1Mo-1V (811), and Ti-13V-11Cr-3Al (13-11-3). The Ti-5Al-6Sn-2Zr-1Mo-0.25Si (5621S) alloy was both the least and most susceptible, depending on heat treatment. Such rankings can be drastically altered by heat-to-heat variations and processing conditions. Residual compressive stresses reduce susceptibility to stress-corrosion. Detection of substantial concentrations of hydrogen in all corroded alloys confirmed the generality of a previously proposed hydrogen embrittlement mechanism.
The high-strength titanium alloys are widely used in aircraft and aerospace structures due to their high strength to density ratios. In such applications, the fracture toughness rather than the strength is often the factor which requires larger size sections and lower useful payloads. The response of the strength and toughness of titanium alloys was analyzed generally without regard to the fracture mode or the effect of microstructure on the fracture mechanisms. Research on the fracture mechanisms in aluminum alloys and steels showed that the toughness may be improved by decreasing the sizes of inclusions and sub-micron precipitates. An investigation was conducted to study the fracture mechanisms in titanium alloys which may lead to suggestions for the improvement of the fracture toughness without a corresponding loss in strength.
Commercially available titanium alloys as well as emerging titanium alloys with limited or no production experience are being considered for a variety of applications to high speed commercial aircraft structures. A number of government and industry programs are underway to improve the performance of promising alloys by chemistry and/or processing modifications and to identify appropriate alloys and processes for specific aircraft structural applications. This paper discusses some of the results on the effects of heat treatment, service temperatures from - 54 C to +177 C, and selected processing on the mechanical properties of several candidate beta and alpha-beta titanium alloys. Included are beta alloys Timetal 21S, LCB, Beta C, Beta CEZ, and Ti-10-2-3 and alpha-beta alloys Ti-62222, Ti-6242S, Timetal 550, Ti-62S, SP-700, and Corona-X. The emphasis is on properties of rolled sheet product form and on the superplastic properties and processing of the materials.
The microstructure of the alpha titanium alloy Ti-5Al-2.5Sn and the metastable beta titanium alloy Beta 3 was examined. The material was from normal and extra low interstitial grade plates which were either air-cooled or furnace-cooled from an annealing treatment. Beta 3 was studied in alpha-aged and omega-aged plates which were heat treated to similar strength levels. Tensile and plane strain fracture toughness tests were conducted at room temperature on the alpha-aged material. The microstructure and fracture mechanisms of alloys were studied using optical metallography, electron microscopy, microprobe analyses, and texture pole figures. Future experiments are described.
Anodic treatment of titanium alloy enables electroplating of tightly adherent coatings of copper and nickel on the alloy. The alloy is treated in a solution of hydrofluoric and acetic acids, followed by the electroplating process.
Hydrogen embrittlement of titanium alloy surface in hot salt corrosion cracking
Evaluations are presented of potential coating systems for protection of titanium alloys from hot-salt stress-corrosion up to temperatures of 755 K (900 F) and from oxidation embrittlement up to temperature of 922 K (1200 F). Diffusion type coatings containing Si, Al, Cr, Ni or Fe as single coating elements or in various combinations were evaluated for oxidation protection, hot-salt stress-corrosion (HSSC) resistance, effects on tensile properties, fatigue properties, erosion resistance and ballistic impact resistance on an alpha and beta phase titanium alloy (Ti-6Al-2Sn-4Zr-2Mo). All of the coatings investigated demonstrated excellent oxidation protectiveness, but none of the coatings provided protection from hot-salt stress-corrosion. Experimental results indicated that both the aluminide and silicide types of coatings actually decreased the HSSC resistance of the substrate alloy. The types of coatings which have typically been used for oxidation protection of refractory metals and nickel base superalloys are not suitable for titanium alloys because they increase the susceptibility to hot-salt stress-corrosion, and that entirely new coating concepts must be developed for titanium alloy protection in advanced turbine engines.
Stress corrosion cracking of titanium alloys, noting tensile test data, crack propagation in salt solution and in pure solvents and metallurgical and electrochemical factors